Engineer&#39;s brake-valve.



No. 876.703. PATENTE D JAN. 14, 1908.

- F..H. DUKESMITH.

ENGINEERS BRA-KB VALVE.

Pi 0 TON IL 1) .28.190. A H A I B0 5 4SHEETSSHEET 1.

WITNESSES.

PATENTED JAN. 14, 1908. F. H. DUKESMITH.

ENGINBERS BRAKE VALVE.

APPLICATION FILED DBO. 228.1905.

4 SHEETS-SHEET 2.

P V M H V E K A R B U mb R HE E FN I G N E APPLICATION FILED DEO.2B,1905.

- 4 SHEETS-SHEET 3.

WITNESSES.

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' P, H. DUKESMITH. ENGINEERS BRAKE ,VALVE.

APPLICATION FILED DEO.2B.1905.

INVENTOR.

'PATENTED JAN.14, 1 90s.

4 SHEETSSHEET 4.

UNITED STATES PATENT OFFICE.

FRANK H. DUKESMITH, OF MEADVILLE, PENNSYLVANIA, ASSIGNOR TO THE DUKESMITH AIR BRAKE COMPANY, OF PITTSBURG, PENNSYLVANIA, A CORPORATION OF WEST VIR- GINIA.

ENGINEERS BRAKE-VALVE.

N 0. 876,703. Specification of Letters Patent. Patented Jan. 14, 1908.

Application find December 28. 1905. Serial No; 293,639.

To all whom it may concern: are applied very severely, and as the holding Be it known that I, FRANK H. DUKESMITH, power of the engine brakes is equivalent to a resident of Meadville, in' the county of that of from six to ten cars, the effect is that Crawford and State of Pennsylvania, have the train is held very firmly at its front end,

invented a new and useful Improvement in while the cars bunch up on the engine and 60 Engineers Brake -Valve; and I do hereby are caused to buckle, thus throwing them off declare the following to be a full, clear, and the track and causing serious wrecks. Such exact description thereof. wrecks might be avoided if it were possible This invention relates to automatic airfor the engineer to quickly release the engine brake systems, and its object, generally brakes so as to prevent the severe bunching 65 stated, is to provide an engineers valve of the cars against the engine. which is capable of performing all of the usual In all existing air-brake systems, it is functions of the ordinary engineers valve impossible to release the engine brakes with in use with existing air-brake systems, and the engineers valve in case the hose bursts.

5 which will also give the engineer control of In some systems provisions have been made 70 his engine brakes independently of the train to release the engine brakes by means of brakes, and by means of which the engineer separate valves connected to the engine and can also quickly release his engine brakes by tender brake cylinders. With these valves, venting theair from the auxiliary reservoir, however, it is necessary for the auxiliary as may be necessary in case of a burst hose or reservoir pressure to pass through the triple 75 other emergency; all of these operations and valve (since the latter is in full application functions being secured by the manipulaposition) and through the brake cylinder to tion of a single handle. the atmosphere. Since the ports in the A further object of invention is to provide triple valve are comparatively small, it remeans for charging the engine auxiliary reserquires from twenty to thirty seconds to drain 80 voir independently of the triple valve. the engine brake cylinders and auxiliary In all existing air-brake systems there is reservoir. This lapse of time is sufficient to provided in the engine cab a valve, technicause the wreck.

cally known as the engineers brake valve, by Another important feature of my engimeans of which the engineer can apply the neers valve is a provision whereby the engine 5 brakes either with service or emergency apbrakes can be quickly, almost instantaneplication, can release the brakes, and can ously, released in case of a burst hose, this hold the brakes of the entire trainset. He being effected by the manipulation of the cannot, however, by such a valve perform single handle above referred to and by conany other function. necting the engine auxiliary reservoir di- 90 Many conditions arise in the handling of rectly to the atmosphere. Provision is made trains wherein it is desirable that the engine whereby this emergency release position of brakes be controlled independently of the the valve can be obtained only by manipulatrain brakes, as is well known by every tion of a special lock on the valve handle,

practical railroad man. My improved valve thus making it impossible to accidentally 5 mechanism, ,while performing all of the funcplace the valve in this position. tions of the ordinary engineers valve, also To the accomplishment of the foregoing provides for giving this independent control objects and functions, the invention consists of the engine brakes with relation to the in the arrangement of parts hereinafter detrain brakes. By means of it, it is possible scribed and claimed. 00

to apply or release the engine brakes without In the accompanying drawings, Figure 1 is a plying the train brakes, or vice versa, and a diagrammatic view of an air-brake system a so after applying the brakes of the engine with my improvements applied thereto; Fig and train in the usual way, to release the 2 is a vertical sectional view through the entrain brakes while holding the engine brakes, gineers valve on the line 22, Fig. 3; Fig. 3

or vice versa, so that while holding the enis a plan view of the same Fig. 4 is a side elegine brakes, the train pipe and auxiliary vation of the plug or key; Fig. 5 is a sectional reservoirs on the cars can be recharged. view of the case on the line 55, Fig. 3;

With all existing air-brake systems in case Figs. 6 to 12 are horizontal sectional views 55 a hose or the train pipe bursts, the brakes of the valve in its various positions Fig. 13

is a sectional view of the automatic exhaust valve; Fig. 14 is a bottom plan View of the valve handle; and Fig. 15 is a section thereof on the line 16-16, Fig. 14.

In the drawings the numeral 1 represents the main reservoir, 2- the train pipe, 3 the engine brake cylinder, 4 the engine auxiliary reservoir, and 5 the engine triple valve. All of these parts are or may be of the usual construction and connected in the ordinary way, except as to the connection of the triple valve to the system, as will be hereinafter explained.

The tender brake cylinder 6 is also connected to the triple valve 5, thus dispensing with the usual tender triple valve. T 0 give suflicient capacity to auxiliary reservoir 4 to supply the tender brake cylinder in ad dition to the engine brake cylinders, I connect to the auxiliary reservoir 4 a supplemental auxiliary reservoir 7. A cut out cock 8 is placed in the connection between these reservoirs so that in case the tender brake cylinder is cut out, the supplemental reservoir 7 may also be cut out.

9 indicates my improved engineers valve, which is connected to the train pipe 2, and to main reservoir by means of pipe 10. A pipe 11 also connects said valve to the train pipe, said pipe 11 having in it the usual reducing valve 12. My improved valve 9 is also connected to the auxiliary reservoir 4 by means of a pipe 13 in which is located a two way cook 14 by means of which the auxiliary reservoir 4 may be drained, thus also draining the brake cylinders 3, and releasing the engine brakes without disturbing the train pipe pressure or train brakes. A pipe 15 connects the engineers valve with the triple valve 5, this being the supply or supplemental train pipe for said triple valve. It will be noticed that said triple valve has no direct connection with the train pipe 2.

My improved engineers valve comprises a suitable casing 16 provided with a port 17 to which the auxiliary reservoir pipe 1.3 is connected, a port 18 leading to the atmosphere, ports 19 and 20 to which the main reservoir pipe 10 is connected, a port 21 to which the governor pipe 11 is connected, a port 22 to which the triple valve pipe 15 is connected, ports 23 and 24 to which the train pipe 2 is connected, a service exhaust port 25 and an emergency exhaust port 26. The ports 20, 22 and 24 are located in one horizontal plane in the casing, the port 18 in another plane, While the remaining ports are located in still another horizontal plane.

Rotatably mounted in the casing, is the plug valve 28 which is held against its seat by a graduated spring 29 bearing on the cap 30. This plug valve is provided with a groove or recess 31 which is in the plane of the majority of the ports in the casing. In the plane of the ports 20, 22 and 24, the plug is provided with the port 32, cored through said plug with two small grooves 33 and 34, one of which is vertical and the other horizontal, and with a small port 35 which intercepts the port 32.

The valve is provided with an operating handle 36having a spring detent 37 oooperat ing with notches 38 formed in the cap of the valve or other suitable part, these notches determining the severalpositions of the valve.

The valve has seven different positions, as follows:

1. Full release position (Fig. 6): In this position the port 32 in the valve connects the main reservoir port 20 with the train pipe port 24 thus admitting main reservoir pressure directly to the train pipe for the purpose of releasing the brakes on the train, and charging the train auxiliary reservoirs. All other ports are blanked in this position of the valve.

2. Holding position (Fig. 7): In this position the groove 31 in the valve connects the main reservoir port 19 with the train pipe governor port 21, while connection between the main reservoir port 20 and. train pipe port 24 is cut off. All other ports are blanked. As a consequence, the main reservoir pressure can reach train pipe only by passing through the reducing valve 1.2. I11 this position no pressure is admitted behind the piston of the triple valve 5 on the engine, and as a consequence, the engine brakes are held on while the train pipe and train auxiliaries are being charged.

3. Running position (Fig. 8): In this position the groove 31 still connects the main reservoir port 19 to the train pipe governor port 21. At the same time the train pipe port 24 is connected to the triple valve sup ply port 22 by means of the small port 35, near the top of the plug and entering the port 32. As a consequence, main reservoir pressure passing to the train pipe through the reducing valve, also flows through the pipe 15 to the triple valve 5 thus forcing this valve to release position and releasing the brakes on the engine.

4. Lap position (Fig. 9): In this position all of the ports in the valve are lapped, except ports 21 and 23, but as they both lead to the train pipe no effect is produced. As a consequence, there is no air passing from the main reservoir to either the train pipe or the triple valve supply pipe 15. The auton'latic exhaust valve in the supply pipe 15 will con tinue to be put into action in this position, as well as in the position shown in Fig. 7. This valve is constructed and acts as follows: The automatic exhaust valve 40 is in the pipe 15 and is shown in detail in Fig. 13. This exhaust valve comprises a suitable casing 41 having therein a chamber 42 communicating with the two sections of thepipe 15, and having at one side another chamber 43 which at Ill.)

its upper end communicates With the chamber 42 by means of a port 44 and at its lower end communicates with the pipe 15 by means of a port 45. In the chamber 42 is a piston valve 46 and interposed between the same and the bottom of the chamber is a spiral spring 47. A by-pass port 48 connects the chamber 42 near its bottom with the upper section of the supply pipe 15. In the chamber 43 is a double piston valve 49 which controls an exhaust port 50 leading to the atmosphere and ports 51 and 52 leading from the chamber 43 into the exhaust chamber 53. A by-pass port 54 connects the upper end of the chamber 43 with the lower section of the pipe 15. An exhaust or leak port 55 connects the upper end of the chamber 43 with the atmosphere. When pressure is admitted into the pipe 15 by means of the engineers valve, when in running position, said pressure will force the piston 46 downwardly thus cutting off the by-pass 48 as shown in Fig. 13, and will then pass through the port 44 into chamber 43 also forcing the valve 49 down Wardly. The pressure will pass through the by-pass port 54 (into the lower section of the ipe 15 thus moving the triple valve '5 to reliease position and charging the auxiliary reservoir 4 in the usual way. In this position the valve 49 closes the port 52 and connects ports 50 and 51 thus exhausting chamber 53,

to the atmosphere. When the engineers valve is moved to either lap or holding position the supply of air to the pipe 15 is cut off and when the pressure on the opposite sides of the valve 46 has nearly equalized the spring 47 will raise the valve, thereby opening the by-pass 48 and closing the port 44. The air in the upper end of the chamber 43 will be quickly exhausted through port 55 thus permitting the pressure underneath the valve 49 to move the same upwardly, thereby cutting off the by-pass port 54 and the exhaust port 51 and opening the port 52. Consequently the pressure in the lower section of the pipe 15 will rush into the chamber 53. This chamber is of such capacity that when the air equalizes therein the pressure in the pipe 15 will have dropped sufiiciently to move the triple valve 5 to service application position. In this manner the engine brakes will be applied. Then this occurs the engineers valve is in either lap or holding position and consequently will not secure an application of the train brakes, thus enabling the engineer to apply the engine brakes independently of the train brakes. By merely moving the engineer's valve to running position the valves 44 and 49 are again depressed, the pressure in the ipe 15 reestablished, and the engine bra es released.

5. Seroice application position (Fig. 10): In this position the groove 31 in the valve connects the train pipe port 23 to the service exhaust port 25, and the groove 33 connects the port 22 of the pipe 15 to the train pipe port 24 and thence to exhaust port 25. This reduces pressures in both train pipe 2 and supply pipe 15 slowly and secures the ordinary service application of the brakes the top of the plug with the exhaust port 18 thus securing an emergency application of the engine brakes as well as of the train brakes.

7. Emergency release position (Fig. 12): In this position of the valve the large groove 31 of the valve connects the auxiliary reservoir port 17 with the emergency exhaust port 26 and service exhaust port 25. As a consequence, the pressure in the engine auxiliary reservoir will rush to the atmosphere and the pressure in the engine brake cylinder will pass through the triple valve, which is in emergency position, to the auxiliary reservoir and out in this Way. As a consequence, the engine brakes are released very quickly, due to the fact that the larger volume of air in the auxiliary reservoir is first drained out. This important result is accomplished without Wasting any air from the main reservoir. This position of the valve is resorted to in case of the severe application of the brakes as by means of a burst hose, or even in emergency application of the brakes by the enigneer. In this position of the valve the engine brakes can be released so quickly in either of these contingencies that the cars will not bunch up on the engine sufliciently to buckle and be thrown from the track.

To prevent the valve being accidentally moved to emergency release position the section 60 of the notched quadrant is made so high that the spring detent 37 will not pass over the same. Behind the detent is a movable abutment 61,in the form of a pin or bolt lying in a notch in the detent and held normally in position by spring 62 to prevent the detent 37 from moving over section 60 of the quadrant. The abutment is provided with a notch 63 which when brought behind the detent will permit the latter to move back sufliciently far to pass the section 60 of the quadrant. By pressing on the head 64 of the abutment the latter can be moved to bring notch 63 behind the detent. In order, therefore, for the engineer to move the valve to emergency release p0sition he must first press the abutment 61 dependent connection to the engine triple inwardly and then operate handle 86.

If after an application of the engine and train brakes it is desired to release the engine brakes and hold the train brakes, the cook 14 in pipe 13 will be moved to connect the auxiliary reservoir to the atmosphere. This will at once reduce the pressure on the auxiliary reservoir side of the triple valve piston thus permitting the triple valve to move to release position.

A connection 65 is made between the supply pipe 15 and auxiliary reservoir pipe 13. In this connection is a check valve 66 seating toward the pipe 15. As a consequence the auxiliary reservoir will be charged auto matically whenever its pressure falls below that in the pipe 15, but the check valve prevents auxiliary reservior pressure escaping to the pipe 15 when pressure is reduced in the latter. The connection 65 may, if desired, be made to the main train pipe 2 instead of to the engine train pipe 15.

The operation of the system will be clearly understood from the foregoing description. Sui-lice it to say, that the engineers valve has all of the positions and performs all the functions of any existing engineers valve now in use, and besides this, performs the important functions of controlling the engine brakes independently of the train brakes, both as to application and release, and the further important function of enabling the engine brakes to be quickly released in case of a burst hose or emergency application of the brakes.

What I claim is:

1. In an automatic air-brake system, the combination of an engine brake cylinder, triple valve, and auxiliary reservoir and con nections between the same, a main reservoir, a train pipe, and an engineers valve connected to the main reservoir and train pipe, and having an independent connection to the engine triple valve and arranged to connect the main reservoir either to the train pipe or to both the train pipe and the engine triple valve supply pipe.

In an automatic air-brake system, the combination of an engine brake cylinder, triple valve, and auxiliary reservoir and connections between the same, a main reservoir, a train pipe, and an engineers valve connected to the main reservoir and train pipe, and to the engine auxiliary reservoir, and arranged to exhaust the auxiliary reservoir to the atmosphere independently of exhausting the train pipe to the atmosphere.

In an automatic air-brake system, the combination of an engine brake cylinder, triple valve and auxiliary reservoir and connections between the same, a main reservoir, a

, train pipe, and an engineers valve connected.

to the main reservoir, the train ipe, and the engine auxiliary reservoir, and aving an invalve and arranged to connect the main reservoir either to the train pipe or to both the train pipe and the engine triple valve supply pipe, and to exhaust the engine auxiliary reservoir to the atmosphere independently of exhausting the train pipe to the atmosphere.

4. In an automatic air-brake system,the combination of an engine brake cylinder, triple valve, and auxiliary reservoir and connections between the same, a main reservoir, a train pipe, and an engineers valve eonnected to the main reservoir, the train pipe, and the engine auxiliary reservoir, and arranged to exhaust the auxiliary reservoir to the atmosphere independently of exhausting the train pipe to the atmosphere, and a valve in the auxiliary reservoir connection arranged to connect said reservoir to the atmosphere independently of the engineers valve.

5. In an automatic air-brake system, the combination of engine brake cylinder, triple valve, and auxiliary reservoir and connections between the same, a main reservoir, a train pipe, and an engineers valve connected to the main reservoir and train pipe and having an independent connection to the engine triple valve, said engineers valve being arranged to connect the main reservoir to the train pipe while holding the triple valve supply pipe closed.

6. In an automatic air-brake system, the combination of an engine brake cylii'ider, a triple valve, and an auxiliary reservoir and connections between the same, a main reservoir, a train pipe, and an engineers valve connected to the main reservoir and train pipe and having an independent connection to the engine triple valve, said valve being arranged to connect the main reservoir to the train pipe while holding the triple valve supply pipe closed, or to connect the main reservoir to both the train pipe and the triple valve supply pipe.

7. In an automatic air-brake system, the combination of an engine brake cylinder, triple valve, and auxiliary reservoir and connections between the same, a main reservoir, a train pipe, an engineers valve connected to the main reservoir and train pipe and having an independent connection to the engine triple valve, said valve being arranged to connect the main reservoir to the train pipe while holding the triple valve supply pipe closed, and an automatic exhaust valve in the triple valve supply pipe.

8. In an automatic air-brake system, the combination of an engine brake cylinder tri ple valve and auxiliary reservoir and connections between the same, a main reservoir, a train pipe, an engineers valve connected to the main reservoir and train pipe and having an independent connection to the engine triple valve and arranged to connect the main reservoir to both the train pipe and the engine triple valve supply pipe, or to cut the connection between the train pipe and triple valve supply pipe, and an automatic exhaust valve in said triple valve supply pipe.

9. In an automatic air-brake system, the combination of an engine brake cylinder, triple valve and auxiliary reservoir and connections between the same, a main reservoir, a train pipe, an engineers valve connected to the main reservoir and train pipe and having an independent connection to the engine tri-' ple valve, a connection from the triple valve supply pi e to the auxiliary reservoir, and a check va ve in said connection seating toward the train pipe.

10. In an automatic air-brake system, the

combination of a main reservoir, engineers valve, and train pipe, an engine brake cylinauxiliary reservoir to the atmosphere, and independently operative means to prevent the englneers valve being accidentally moved to auxiliary reservoir release position.

In testimony whereof, I the said FRANK H. DUKESMITI-I have hereunto set my hand.

FRANK H. DUKESMITH. Witnesses:

G. H. RANKIN, F. W. WINTER. 

